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With their substantial v-lacing and lattice on built-up beams in the truss, Indiana's standard plan truss bridges are among the more visually pleasing state standard truss bridges that were developed by different states and constructed, generally in the 1915-1945 period. This particular bridge exemplifies perhaps the most beautiful of all the standard plans Indiana developed, thanks to its shallowly arched design of the lowest beam on the sway bracing. Very few examples of this design survive, and as such each surviving example should be given preservation priority. This bridge represents the longest span standard plan that Indiana developed for metal truss bridges, with a length of 200 feet. The bridge also retains good integrity including original railings.
Information and Findings From DHPA Historic Bridge Survey
Statement of Significance
The IDH built a limited number of spans on its 200' Parker design. The structure appears to retain its original members, including the metal guardrails.
Instead of modifying its standard design for 198'
Parkers to accommodate decks wider than 25', the Indiana Department of
Highways developed a new 200' model in 1939. In comparison with the old
standard, the new one used nine instead of eleven panels, thus
increasing panel width from 18' to 22'3", and heavier members.
A. G. Ryan and Sons of Evansville, Indiana, won a
$60,780.74 contract in December 1940 to build one of the longest Parker
through-truss spans of state design upon concrete abutments. The new
structure was probably completed near the end of 1941. The ISHC had
developed standard plan #1521 for a 200-ft. span with a 26-ft. roadway
sandwiched between a pair of 2-ft. walks. Truss depth varied from 24 ft.
at the portal to 39 ft. at midspan. Each truss carried nine panels, the
outer two on each end at 20 ft. 7.5 in. and the inner five at 23 ft. 6
in. Every top chord member is differently sloped; only the central
panel's one is parallel with the lower chord; and all were fabricated
from a pair of 15-in. channels (@45# for the endposts, third, fourth,
and fifth panels, and @40# for the second). For the lower chord, a pair
of 15-in. channels riveted together with battens grow in weight from the
outer panels (@40#) to the inner-most one (@55#). The state used rolled
I-beams in a few web members. The verticals or posts consist of two
forms and weights: the hip vertical is a 10-in. I-beam (@33#); the
others are made from a pair of laced 10-in. channels (@15.3#). To
protect the quite-tall trusses against wind and vehicle-induced stress,
substantial latticed struts and heavy upper sway framing buttress the
verticals above 15 ft. of roadway clearance. The portals used latticed
sections, too. While a 10-in. I-beam (@41#) provided the second-panel
diagonal, the third used a pair of laced 10-in. channels (@20#), the
fourth a pair of 12-in. channels (@23.7#), and the fifth a 10-in. I-beam
(@21#). Only the central panel was countered. The ISHC prescribed 30-in.
I floor-beams increasing in weight toward midspan (@172#>200#) riveted
to the verticals above the lower chord. Eight rows of rolled I-beam
stringers attached to the floor-beams' sides varied in depth and weight
by placement. The 20-ft. panels used 16-in. Is at 36 lbs. for the
outside and 18-in. ones at 55 lbs. for the central ones. The 23-ft.
6-in. panels relied on 16-in. outer Is at 37 lbs and 21-in. Is at 29 lbs
for the inner ones. Together, the floor-beams and the stringers carry
the concrete deck. Angles supply each lower sway-bracing member.
Tube-channel-and-post rails lined the inner sides of the trusses, and
coped concrete approach rails with bush-hammered panels funneled traffic
into the spans.
Bridge Considered Historic By Survey: Yes
Coordinates (Latitude, Longitude):
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